Electric signaling apparatus for elevators.



a 9 w 3 l- 0 0 n a t n e t a P T E L L 0 C D S 9 2 4 3 6 0 N ELECTRICSIGNALING APPARATUS FOR ELEVATORS.

(Applic tion filed Sept. 3, 1898.)

4 Sheeta-Sheot '(No Model.)

m: NORRIS PETERS co. wovuurnm WASHINGTDN, n. c.

No. 634,229. Patented Oct. 3, I899. S. D. COLLETT.

ELECTRIC SIGNALING APPARATUS FOR ELEVATORS.

(Application filed Sept. 3, 1898.\

4 Sheets$heet 2 (No Model.)

THE NORRlS PETERS co.. PHoYo-uwo" WASHINGTON, u. c.

No. 634,229. Patented Oct. 3, I899.

I s. o. COLLETT. ELECTRIC SIGNALING APPARATUS FOR ELEVATORS.

(Application filed Sept. 3, 1898.)

(No Model.) 4 Sheets-Sheet 3.

w w .w a; a;

No. 634,229. Patented Oct. 3, I899.

' S. D. COLLETT.

ELECTRIC SIGNALING APPARATUS FOR ELEVATORS.

(Application filed Sept. 3. 1898.. (No Model.) 4 Sheets-Sheet 4.

t III/72% Ms! Ill 'n-u: Noams PETE|15 co, wow-Luna WASHINGTON,D. c

UNITED STATES PATENT OEErcE.

SAMUEL D. COLLETT, OF NEIV YORK, N. Y., ASSIGNOR TO THE ELEVA'IOR SUPPLYAND REPAIR COMPANY, OF CHICAGO, ILLINOIS.

ELECTRIC SIGNALING APPARATUS FOR ELEVATORS...

SPECIFICATION forming part of Letters Patent No. 634,229, dated Gets-oer3, 1899.

Application filed September 3, 1898. Serial No. 690,180. (No model.)

To (LZZ whom it Wtay concern.-

Be it known that I, SAMUEL D. CoLLE'r'r, a resident of the city of NewYork, in the county and State of New York, have invented certain new anduseful Improvements in Electric Signaling Apparatus for Elevators, ofwhich I do declare the following to be a full, clear, and exactdescription.

This invention has forits objectto provide improved means wherebyintending passengers may indicate to the operators ofpassenger-elevators the particular floor at which a stoppage of the caris desired and from which the signal is transmitted.

In carrying out the invention the eievatorcar, or each of the cars, itthere be several, is provided with two sets of signals, preferablyincandescent electric lamps, corresponding in number and arrangementwith the several floors of the building, one set of lamps serving toindicate where it is desired that the car should stop during itsdownward movement and the other set indicating to the operator at whatpoints intending passengers desire an upward-moving car to stop.

In carrying out the invention I employ pushbutton mechanism at eachfloor of the building, the push-button mechanism on each floor servingto control an individual circuit for the corresponding lamp or lampswithin the elevator-car, so that when a push-button at a floor isoperated it will serve to close the normally-open circuit in which thecorre-,,

sponding lamp within the car is placed, and thus cause such lamp to burnand indicate to the operator that an intending passenger is awaitingservice. In order to control the various circuits in which thesignal-lamps within the cars are placed, I employ the commutatermechanism hereinafter described.

The features that are distinctive of my present invention willhereinafter be de scribed, illustrated in the accompanying drawings, andparticularly pointed out in the claims at the end of this specification.

Figure 1 is a diagrammatic view showing my invention as applied to twoadjoining passenger-elevator cars. Fig. 2 is a detail plan view of themaster-commutator. Fig.

3 is a view in vertical lon itudinal section throu h the commutatorshown 1n F1 2.

Fig. a is a plan view of one of the supplemental commutators. Fig. 5 isa view in vertical section on line 5 5 of Figwt. Fig. (5 is a detailview showing the outer end of the commutator-shaft with parts mountedthereon, the sprocket-wheel being shown in section.

The diagrammatic view, Fig. l, of the drawings shows two elevator-cars Aand A arranged wit-hin shafts that extend through seven floors of abuilding. it-11in each of the elevator-cars A and A is placed two seriesof electric incandescent signal-lamps, the series consisting of thelamps a, a, a a, a, and a, serving for up signals, and the lamps b, b,11 I), b, and 1), serving for down signals. Upon each floor of thebuilding is placed push-button mechanism C, the push-button mechanismupon the 'IIIS'O or bottom floorbeing obviously adapted to bring intooperation the up signal a within the car, while the push-button at thetop floor of the building is adapted to bring into operation the downsignal I) of the corresponding series. Each of the floors between thebottom and top floors is provided with two push-buttons, one serving tocontrol the op eration of a corresponding up signal a, (L or the like,and the other serving to controlthe operation of a corresponding downsignal I), b or the like. Within each elevator-caris also shown atransfer push-button l the purpose of which is to enable an operator inevent his car is already so crowded that he cannot stop to take on apassenger that has signaled to insure that the next car approaching theintending passenger in the desired direction shall receive the signal.

The commutator mechanism shown in Figs. 2 and 3 of the drawings is thesame as that illustrated in Figs. l and 5, with the exception that thecommutator shown in Fig. 2 is the main or master machine, and upon thismachine are preferably mounted the electromagnets that serve to controlthe circuits in which the signal-lamps are interposed. It will beapparent, however, that these electromagnets and the mercury-potscorresponding therewith might be placed in any other convenient positionwithout departing from the spirit of the invention. Thecommutatorl'rame, however, is regarded as the preferred location, sinceit affords convenient access to the magnets and is economical withrespect to the wiring of the circuits.

The commutator mechanism is located for convenience at the top of theelevatonshaft, and each commutator comprises a main shaft H, that isjournaled within suitable bearings 71., mounted upon the top of the sidebars G and G of the commutator-frame. Between the side bars G and Gextend the bars g, g, g g g and g. The upturned ends of the bars G and Gare connected by cross-bars G and G while the lower parts of the sidebars G and G are connected by a channel-bar G The commutator-shaft Hwill be driven from the overhead shaft of the corresponding elevator,and preferably a friction mechanism will be interposed at a pointbetween said overhead shaft and the shaft H for the purpose to bepresently stated.

One suitable form of mechanism whereby motion may be transmitted to theshaft H is illustrated in Letters Patent No. 511,087, granted to FredAndrews January 22, 18%, or preferably the outer portion of theelevatorshaft 1-1 will have loosely mounted thereon a sprocket-wheel H,at the opposite sides of which are placed friction-disks 7t and 7L2, thedisk It being interposed between an annular shoulder of the shaft H andthe sprocketwheel, while the friction-disk 7L2 is interposed between thesprocket-wheel and a collar 7L3. As shown, the collar its is formed withgrooves to receive the pin hflprojecting from the shaft, and against thecollar bears a eoilspringI*I the tension of which is controlled bysuitable threaded nuts 7r at the outer end of the shaft. It will thus beseen that the sprocket-wheel is held upon the shaft H in frictionalengage ment with the collar and the shoulder at opposite sides thereof,so that when the parts carried by the screw-threaded body of the shaftII reach the end of their travel any further revolution of the shaftwill not endanger the breakage of the parts, and any tendency of theelevator-cable to creep will not influence the movements of the partscarried by the threaded body of the shaft.

Upon the threaded portion of the shaft II is mounted aninteriorly-threaded carrier-nut I1 that is provided at its opposite endswith the shoulders its, and upon the shaft H adjacent the ends of itsbody-thread are fixed the nuts II and H As shown, the nut H serves tosustain a cross-arm I, and for this purpose the carrier-nut ispreferably provided with a raised standard 7L, (see Figs. 3 and 5,) towhich the cross-arm I is attached by screws 7L7. A suitableinsulating-plate is interposed be tween the standard It and thecross-arm I, and suitable insulating-sleeves h eneircle the screws hwhere they pass through the crossarm. The standard ft is shown ashollow, and within this standard is set a frictionblock 7t, that willfit between the screwthreads of the shaft II and bear frictionally uponthe shaft. In order to give the proper frictional bearing upon the block7t", a coil spring ft is set within the standard It, and upon thisspring bears a plate that is carried upon the lower end of anadjusting-screw 71 that passes through a correspondingly-threaded holein the cross-arm I, the position of the screw with respect to thecrossarm being determined by the set-nut 78 The frictionblock 7N servesto insure the accurate movement of the carrier-nut H and parts supportedthereby and avoids any danger of accidental slipping of the carrier-nutand insures also the prompt response of the carriernut to the reversalof the screw-shaft II in correspondence with the reversal of theelevator-car.

Each end of the cross-arm I is provided with openings in which are setsleeves of insulating material. Within these sleeves and at oppositeends of the cross-arm I are placed the contact points or brushes K andK, and within the adjoining sleeves and at opposite ends of thecontact-arm I are placed the contact points or brushes K and K Thecontact points or brushes K and K are shown as screw-threaded and asprovided with nuts that engage the opposite ends of theinsulating-sleeves, supplemental nuts 7t being also employed forattachment of electric wires. The contact points or brushes K and K areshown -as provided with rods It, extending upwardly therefrom andthrough the metallic sleeves 7t, coil-springs 7&7 being placed withinthe sleeves and serving to force the contact points or brushes K and Knormally downward. Upon the cross-bars g and g is mounted a plate M,(the plate being shown as of double thickness,) of insulating material,and upon the cross-bars g" and g a similar plate M, of insulatingmaterial, is fixed. On the plate Mis mounted a bar m, of insulatingmaterial, provided at intervals along its length with m etalliccontact-plates 2, 3, 1-, 5, 0, and 7. Adjacent the bar or rail m ismounted a metal contact-bar m. In like manner upon the opposite side ofthe screwshaft H is a contact-bar m corresponding to the contact-bar m,and a bar or rail m, corre sponding to the rail m and provided withcontact-plates 8, 9, 10, 11, 12, and 133. The rail or bar on and thecontact-bar m he beneath the path of travel of the contact points orbrushes K and K while the contact-bar m and the rail or bar m extendbeneath the path of travel of the contact points or brushes K and K Thecarrier-nutll is so mounted on the screw-shaft II that as the shaft is113- volved in one direction the cross-arm I will be so tilted downwardand the brush or contact-point at the depressed end of the bar will bearagainst the rail or bar beneath it; but when the direction of travel ofthe screwshaft II is reversed the crossarm I will be tilted in theopposite direction, thereby lifting the contact-brush previously inoperation and depressing and bringing into operation the contact pointor brush that was before out of action. Hence it will be seen byreference more particularly to Figs. 3 and 5 of the drawings that whenthe screw-shaft II is turned in one direction the contact point or brushK will be in position to engage the contact-plates beneath it, while atsuch time the contact point or brush K will be out of action; but whenthe direction of travel of the carrier-nut H is reversed the cross-arm Iwill be tilted to the position seen in Fig. 3 of the drawings, and thecontact point or brush K will be brought in position to engage thecontact-plates beneath it, while the contact point or brush K will bethrown out of action. The contact points or brushes K and K are designedto remain at all times in engagement with the contaet-barsm and mbeneath them.

It will be understood, of course, that the movement of the carrier-nut Hin one direction corresponds with the upward movement of theelevator-car, while the movement of this nut in the opposite directioncorresponds with the downward movement of the elevator-car, it beingunderstood that the frictiongear mechanism, whereby the commutatorshaftH is driven from the overhead shaft of the elevator, is a reducing-gear, so that a very short travel of the carrier-nut H will occureven where elevators are moving through floors of tall buildings. IVhenthe carriernut H reaches the end of its travel in one direction, itsshoulders its will contact with corresponding shoulders on the fixed nutor sleeve H, and when the carrier-nut H is moving in opposite directionthe shoulders h at its opposite end will in like manner contact withcorresponding shoulders formed upon the end of the fixed nut H, so thatthe nuts H and H serve to arrest the movement of the carriernut H inboth directions. Hence it will be seen that if there is any tendency ofthe elevator-car (by reason of the creeping of its cable or other cause)to move the carrier-nut II farther than the fixed nuts H and H thesprocket-wheel II will turn upon the shaft H, the frictional engagementof the sprocket-wheel on the shaft being merely adequate to drive theshaft H. The nuts H and H are adjustable upon the threaded portions ofthe shaft H, so that the carrier-nut H can be arrested at any desiredpoint adjacent the end of the movements of the elevator-car.

In order to insure the tilting of the crossarm I and of the carrier-nutH whereby this arm is carried, for the purpose of alternately bringingthe contact-brushes at the respective ends of the cross-arm I into andout of operative position and as well also to relieve the arm and thecontact-brushes from all strain when the movement of the carrier-nut IIis arrested, the means next to be described are employed, viz: Througheach of the side bars G and G of the comn'iutator-frame extend inwardlythe screw-bolts N and N, the unthreaded inner ends of which bolts passthrough the bosses o of the bracket O. From the bosses o of the bracket0 extend upwardly the arms 0 and 0 the arm 0 being formed at its topwith a bearing-head 0 while the arm 0 is formed at its top with abearing-head o. underside of its inner end beveled, (see Figs. 2, 3, and5,) while the bearing-head 0" has the upper face of its inner endbeveled. From one side of the carrier-nut H project the flanges o and o,and from the opposite side of the carrier-nut project similar flanges o'and 0 The bearing-heads d and o are arranged in different horizontalplanes, (the purpose of which will hereinafter appear,) and thesebearing-heads serve to engage the laterallyprojecting flanges 0 0 0 and0 in order to insure the shifting of the carrier-nut H and of thecross-arm I and as well also to relieve the cross-arm from strain inevent of any tendency of the shaft II to revolve after the carrier-nuthas been arrested by either of the fixed nuts II or H at the end .of itstravel. Thus, for example, if the carrier-nut H be assumed as movinginthe direction of the arrow, Fig. 2, then as the carrier-nut reaches theend of its travel the flange 0 at one side of the carrier-nut will rideup the inclined end and onto the top of the bearing-head 0, while at thesame time the flange 0 at the opposite side of the carrier-nut willcontact with the lower inclined surface at the end of the bearing-head 0Hence as the carrier-nut I-I completes its travel in the direction ofthe arrow, Fig. 2, this nut and the cross-arm I will be oscillated, soas to cause the crossarm to tilt to a position opposite that shown inFig. 3 of the drawings and in so doing to throw the contact point orbrush K into op erative position and the contact point or brush K out ofoperative position. It will also be seen that if after the carrier-nut Hhas thus reached the end of its travel there is any tendency of theshaft II to further revolve the flanges o and 0 hearing, respectively,against the heads 0 and 0 will take the strain incident to such furtherthrust on the shaft II and cause the slipping of the sprocket-wheel Hupon the outer end of the shaft. II, thus preventing the strain frombeing thrown upon the contact-brushes upon the ends of the cross-arm.

The contact-plates located beneath the path of travel of the contactpoints or brushes K and K are arranged in correspondence with the floorsof the building through which the elevator-cars pass, the contact-platesat one side of the commutator-shaft being designed for operation as thecar is moving in upward direction, while the contactplates at the opposite side of the shaft are designed to operate when the car is movingin downward direction. Inasmuch as there will be no up signaltransmitted from the top floor of the building and no down signaltransmitted from the bottom floor of the building, it is manifest thatthe number of contact-plates at The bearing-head 0 has the r each sideof the commutator-shaft will be one less than the total number of floorsthrough which the elevator-cars pass.

Upon the cross-bars g and g at opposite sides of the com mutator-frameare supported a series of electromagnets R, R, R R R", and R Between themagnets R R, &c., and the cross-bars G and G are interposed strips ofinsulating material, upon the tops of which respectively extend thecontact plates R, whereon rest the brackets r, to which the magnets R R,&c., are shown as'conneeted. Each of the brackets vhas its upper endbifurcated and provided With an offset T and in the bifurcated end ofthe bracket is pivotally mounted the armature o" of the correspondingmagnet, a set-screw 9 serving to engage with the stop 0 and limiting thepivotal movement of the armature. Through the end of each armature 0'passes contact-rod s, preferably provided with a reverted threaded end,with which engage set-nuts s and 5 by which the position of thecontact-rod s can be accurately determined. Opposite the magnets R R,&c., are placed the mercury-pots S, S, S S S, and S that rest upon theinsulating plate M or M, that extends across the top of thecommutator-frame. The magnets R R, &c., are the restoring-magnets, andtheir function and mode of operation will presently appear.

Adjacent the magnets R It, &c., and preferably arranged as shown are thereleasingmagnets T, T, T T T and T these magnets being suitably attachedto the cross-bar G or G of the commutatorframe. A bracket 15 extendsadjacent the releasing-magnets T T, &c., and to the end of the bracketis pivoted the armature t of the corresponding magnet. Each armature isshown as provided with an angular end having a threaded opening to receive a set-screw t that will engage with the bracket t, and thus limitthe extent of movement of the armature '6. By reference to Fig. 3 of thedrawings it will be seen that the armature if of each of the magnets Tis so arranged that it will engage with the end of the armature r of thecorresponding magnet It, and when in such position it will hold thearmature 0" elevated, as shown in Fig. 8 of the drawings, and will thusretain the contactrods out of the mercury of the corresponding pot S.Then, however, current is caused to pass through one of the magnets T,for example, thereby energizing the same, the armature i will beattracted and will pass from engagement with the armature 1', therebyreleasing the armature 1" and permitting the contact-rod s to dip intothe mercury-pot and establish passage of current through such pot, asWill presently appear.

By reference to Fig. 1 of the drawings it will be seen that current issupplied by a rotary transformer V, which is connected by a wire 1* andsuitable branch wires to the pushbuttons of the several floors of thebuilding. Upon the bottom floor of the building there is but a singlepush-button, and from it a wire 0 leads to the correspondingreleasingmagnet T at the left-hand side of the commutator mechanism, andby means of a wire r the magnets T T, 820., are connected with a wire 0,that leads back to the rotary transformer V. In like manner the uppushbuttons of the second, third, fourth, fifth, and sixth floors areconnected, respectively, by wires 0, c c 0', and c with thereleasingmagnets T T T, T, and T at the left-hand side of the commutatormechanism, these magnets being also connected by the wire 1:" with thewire 17'. The circuits are normally open at the several push-buttons;but it will be seen that when a puslrbutton is operated the circuit willbe closed at such point. Thus, for example, if the push-button on thebottom fioor is operated by a person desiring elevator service thecircuit will be closed at such point and current will then pass from therotary transformer V by wire 0 to such push-button, thence by wire 0 tomagnet T thence by wire 2' to wire 2; and to the transformer V. Thereleasing-magnet T will thus be energized, causing it to attract itsarmature 6, thereby releasing the armature *1" of the correspondingmagnet and permitting the contact-rod s to drop into the mercury withinthe pot S. Current will then be caused to flow through the signal-lamp aas follows: Starting at the lamp a, current will pass by wire d to themercury-pot S to the rods, dipping therein, thence by armature 'r of themagnet to the corresponding bracket 7' and to the contactplate R,whereon this bracket rests, thence to wire L", to rotary transformer V,thence by wire 7) and branch wire 12 to the wire '15, and thence by wireo to the lamp a. The lamp (0 will thus be caused to burn, thusindicating to the operator within the car that a passenger desiresservice at the first floor. In like manner if the up push-button uponthe second floor be operated current will be caused to pass through thereleasing magnet T, thereby energizing this magnet and permitting thecontactrod 8, carried by the armatu re 2' of the corresponding magnetR", to drop into the mercury-pot S adjacent thereto. Current will thenpass through the lamp a from the rotary transformer V as follows,(starting at the lamp a,) viz: by wire (1 to mercury-pot S, bycontact-rod 5 within said pot to the armature of the magnet R", thenceby bracket "1' and contact-plate R to wire 12, to rotary transformer V,thence by wire 0 and branch wire 5 to the wire n, thence by wire r tolamp a. In like manner the operation of the up push-button at any floorwill energize the corresponding releasing-magnet, and thus cause thecorresponding signal-lamp within the elevator-car to burn.

The down push-buttons upon the several floors of the building areconnected with the rotary transformer V and feed-wire 1 leadingtherefrom, by a wire and suitable branches therefrom, and from the downpuslrbutton upon the top floor a wire 6 leads to the releasing-magnet Tat the right-hand side of the commutator-shaft, the wire n", to whichthis magnet is connected, being in circuit with the wire n, that leadsto the rotary transformer. Hence it will be seen that if an intendingpassenger upon the top floor operates the push-button at such pointcurrent will pass from the rotary transformer V by wire 11 and wire tothe push-button, thence by wire a to the releasing-magnet T at thelefthand side of the commutator, thence by wire e" to wire '0, and tothe rotary transformer. The magnet T being thus energized will attractits armature t, therebycausing the release of the armature r of thecorresponding magnet R and permitting the contact-rod s to drop into themercury-pot S. Current will then be caused to pass through thesignallamp 1) within the car as follows, (starting at the lamp,) viz:From lamp 1) current will pass by a wire f to mercury-pot S at therighthand side of the commutator, thence to the contact-rod 5 withinsaid pot to the armature r of the corresponding magnet R, by bracket 1on said armature to contact-plate R whereon the magnet R rests, to Wire1), to rotary transformer V, to wire 1), to branch wire 40 to wire c andby wire 11 to lamp 1). The signal-lamp 1) will thus be caused to burnand s0 indicate to the operator of the car that a passenger is awaitingservice upon the top floor. It will be seen that in like manner also theoperation of the down push-button upon any floor will cause theenergization of its corresponding releasing-magnet and the closing ofthe circuit at the corresponding mercury-pot, thus causing passage ofcurrent from the rotary transformer to the corresponding signallampwithin the car.

The automatic breaking of the circuits at the several mercury-pots, soas to cause the extinguishing of the signal-lamps within the car, isaccomplished as follows, viz: Assuming that the car is traveling inupward direction, the contact point or brush K will pass over thecontact-plates 2, 3, it, 5, 6, and 7 at the left-hand side of thecommutator-shaft II. If, for example, an intending passenger hasoperated the up puslrbutton upon the first floor, thereby causing thecorresponding signal-lamp within the car to burn, then as the car movesupward from the first floor the cross-arm I of the commutator will beginto move in the direction of the arrow, Fig. 2. As soon as the contactpoint or brush K bears against the contact-plate 7 current will becaused to pass from the rotary transformer through the restoring-magnetR as follows: from the transformer V by wire 1; to a wire e connected toone side of the magnets R (and to the other restoringmagnets,) thencethrough the magnet R by wire 19 to the con tact-plate 7, thence by thecontact point or brush K to a wire 13, that connects this contact pointor brush with the sleeve 7; of the contact point or brush K thence tocontact bar m to a wire 1.9 that leads to the transfer-button l3 withinthe elevator-car, thence by wire e and wire '1 to the rotarytransformer. The restoring-niagnetR will thus be energized by passage ofcurrent therethro ugh and will attract its armature r, thereby liftingthe contact-rod from the mercury within the pot S and breaking theelectric circuit at such point. Hence the passage of current through thesignal-lamp a will cease and such lamp will be extinguished. At the sametime also the armature 2f will automatically engage the armature r ofthe magnet and hold the armature a" in position, as seen in Fig. 3. Itwill be apparent that in like manner also as the car proceeds in itsupward travel the contact point or brush K will bear against each of thecontact-plates 6, 5, it, 3, and 2 and will cause the passage of currentthrough the corresponding restoringmagnets that are in circuit with suchplates. When the cross-arm I reaches the end of its upward travel and isreversed, the contact point or brush K will be brought into action andduring the downward movement of the elevatorcar this contact point orbrush will successively bear against the contact-plates 8,9,10, 11, 12,and 13 and establish passage of current through these plates and throughthe restoringmagnets in circuit therewith. Thus, for example, it anintending passenger upon the top floor has depressed the down button atsuch point current will be caused to pass, as hereinbefore described,through the corresponding releasing magnet T at the righthand side ofthe commutator-shaft, thereby closing the circuit at the mercury-pot Sand causing the light Z) within the elevatorcar to burn. As soon,however, as the contact point or brush K engages the contactplate 8current will pass from the rotary transformer V by wire o to wire r torestoringmagnet R, thence by wire LU to contact-plate 8, to contactpoint or brush K by wire 9 to sleeve 7t of contact point or brush K (orto the sleeve of the contact point or brush K to contact-plate m thenceby wire 19 to the transfer-button l3, thence by wires and U to therotary transformer. Passage of current through the restoring-magnet R atthe right-hand side of the commutator will thus energize the magnet andwill cause it to attract the armature r and raise the correspondingcontact-rod .s' from the mercury-pot S. The electric circuit will thusbe broken at the mercury-pot S and the light 1) within the car will beextinguished. The purpose in using two contact-plates m and m andcorresponding contact points or brushes K and K is to better balance thecontact-arm I and insure greater certainty of contact, although it willbe understood that asingle contact-brush K or K and a singlecontact-plate might be employed.

By reference to the diagrammatic view Fig. 1 of the drawings, in whichtwo elevatorcars and two commutators are shown, it will be seen that carAis provided with a series of signal-lamps identical with those in thecar A, and from the up signal-lamps wires alead to the correspondingwires that connect the up signal-lamps of the car A with themercury-pots on the frame of the mastercommutator. In like manner alsowires 1/ connect the down signal-lamps of the elevator-car A with thecorresponding wires whereby the down signal-lamps of the car A areconnected to the mercuiy-pots at the right-hand side of themaster-connnutator. So also the car A is provided with a transferbnttoncorresponding to the button B within the car A, and this button isconnected by a wire ,2' with the wire r, leading to the rotarytransformer, and is connected by a wire .2" with the contact-bars of thecorresponding com 111 utator (shown at the right-hand sideof Fig. 1) andcorresponding to the contact-bars m and m hcreinbefore described. Byreference to Fig. 1 also it will be observed that the severalcontact-plates shown in the comn'iutator at righthand side of Fig. l areconnected with the corresponding restoring-magnets of the mastercommutator by suitable cross-wires, and by reference to Figs. 4; and 5of the draw ings it will be seen that the construction of commutator atthe right-hand side of Fig. 1 of the drawings is the same as the commutator hereinbefore described,with the exception that as a matter ofconvenience the frame of the master-commutator is employed as asupportfor the several magnets and mercurypots. It will be understood also thatthe mode of operation of the commutator to be used at the right-handside of Fig. 1 (being the commutator illustrated in Figs. 4 and 5 of thedrawings) will be the same as the mode of operation of thecommutatorillustrated in Figs. 2 and 3 of the drawings.

'As it frequently happens where several elevator cars are employed thata car is crowded and cannot, therefore, admit an additional passengerwho has given a signal, it is desirable that the signal should appear inthe next car approaching in the desired direction. It has been alreadyseen that current in passing from the rotary transformer V to therestoring-magnets corresponding to the various signal lamps passesthrough the transfer-buttons B of the cars A and A. The circuits throughthese transfer buttons are normally closed; but by operating either ofthe buttons a corresponding circuit can be broken at such point. Henceit will be seen that if as a car approaches a floor at which a signalhas been given the operator within the car breaks the circuit at thetransfer-button B then current will not pass from the correspondingrestoring-1nagnet. The result is that as the contactbrush of thecoinmutator engages the corresponding contactplate no current will passthrough the restoring-magnet, and hence the circuit will remain closedat the corresponding mercurypot and the signal will continue to burnwithin the car A until said car reaches the floor at which a signal wasgiven, when its com in utater will cause the passage of current throughthe restoring-magnet, and thus extinguish the signal in mannerhereinbefore described. It will be understood, of course, that when 'anintending passenger at any floor operates the push-button at such pointthe corresponding signal-lampis caused to burn in all the cars, sincethe lamps of the various ears are connected in multiple series, ashcreinbefore described.

XVhile I have illustrated and described the preferred embodiment ofmyinvention, it is manifest that features of the invention may beemployed without its adoption as an entirety and that the details ofconstruction may be varied within wide limits by those skilled in theart to which the invention relates. Thus, for example, the idea of cmploying two series of individual electric signal-lamps within the car(which I regard as broadly new) may be adopted in connection with anysuitable means for controlling the passage of current through saidlamps, and where the lamps are to be automatically extinguished anysuitable means may be employed instead of the construction of commutatormechanism described.

Having thus described my invention, what I claim as new, and desire tosecure by Letters Patent, is-

1. In electric signaling apparatus for elevators, the combination of twoseries of individual signals, one series serving for up signal serviceand the other signal serving for down signal service and both groupedwithin the car, electric circuits wherein said signals are placed, saidcircuits comprising individual wires connecting with the correspondingindividual signals within the car, a source of current common to saidindividual circuits, a commutator operatively connected to said elevatormechanism and provided with devices corresponding with said individualcircuits and connected therewith for automatically controlling saidsignals, and individual push-button or like circuit-controllingmechanism upon the floors of the build ing whereby the correspondingsignals are brought into action.

2. In electric signaling apparatus for elevators, the combination withtwo series of in dividual electric lamps, one series serving for upsignal purposes and the other series serving for down signal purposesand both grouped within the ear, electric circuits wherein said lampsare placed, said circuits comprising individual wires leading to thecorresponding individual lamps and a returnwire common to all of saidlamps, a source of current common to said individual lamp-circuits,push-button or like circuit-controlling mechanism upon the floors of thebuilding whereby current is caused to pass tlurough.

, said lamps, and suitable means whereby the passage of current throughsaid lamps may be broken.

3. In electric signaling apparatus for elevators, the combination with aseries of individual up signals and a series of individual down signalsgrouped within the car, push-button or like circuit-controllingmechanism upon the floors of the building whereby passage of currentthrough said signals is effected, and a commutator operated by theelevator mechanism, said commutator being provided with pluralcontact-plates and with brushes whereby the passage of current throughthe individual signals within the car is broken, and acurrent-controlling means independent of said commutator whereby theclosing of the individual lampcircuits is controlled regardless of theposition of the commutator.

L. In electric signaling apparatus for elevators, the combination with aseries of individual up signals and a series of individual down signalslocated within the car, pushbutton or like circuit-controlling mechanismupon the floors of the building whereby said signals are brought intoaction and a comm utator operated by the elevator mechanism whereby saidsignals are thrown out of action, said commutator comprisingcontact-plates and contact-brushes and eleetromagnets for closing theindividual signal-circuits and electromagnets for breaking theindividual signal-circuits, said first-named magnets being in circuitwith the push-button mechanism and said last-named magnets beingconnected with said contact-plates whereby the breaking of the circuitsis automatically effected by the commutator.

5. In electric signalingapparatus for elevators, the combination with aseries of individal up signals and a series of individual down signalslocated within the car, pushbutton or like circuit-controlling mechanismupon the floors of the building whereby passa e of current through saidsignals is effected and a commutator operated by the ele vator mechanismand serving to break the passage of current through said signals, saidcommutator comprising a screw-shaft, a carrier-nut mounted upon saidshaft, a series of individual contact-plates at each side of saidscrew-shaft, a cross-arm upon said carriernut, contact-brushes carriedby said crossarm and one or more contact-bars normally in circuit withone or the other of the contactbrushes that travel across the individualcontact-plates, and two series of electromagnets, one series serving tocomplete the circuits for passage of current through the signals and theother series being connected with the commutator and serving to breakthe passage of current through the signals.

6. In electric signaling apparatus for elevators, the combination withtwo series of individual incandescent lamps arranged Within theelevator-car, corresponding push-button or like circuit-controllingmechanism located upon the floors of the building, two series ofreleasingmagnets electrically connected with the push-button or likemechanism, two series of restoring-magnets electrically connected withthe corresponding lamps within the car and a commutator comprising twosets of individual contact plates corresponding in number andarrangement with said restoringmagnets and electrically connectedtherewith and movable contact-brushes operated by the elevator mechanismand adapted to pass over said individual contact-plates and in so doingto cause current to pass through the corresponding restoring-magnets.

SAMUEL D. COLLETT. \Vitnesses:

GEO. 1 Frsrrnn, J11, FRED GERLACH.

